CN219605891U - Clutch mechanism in adjustable automobile steering gear - Google Patents

Abstract

The clutch mechanism comprises an output shaft, wherein a first gear sector and a second gear sector are arranged on the output shaft, a first clutch seat is arranged on the first gear sector, and a second clutch seat is arranged on the second gear sector. The first clutch seat and the second clutch seat comprise clutch seat bodies, and the clutch seat bodies are rotatably assembled on the output shaft. The clutch seat body is provided with a clutch switch, the clutch switch comprises a telescopic connecting transmission rod, and the connecting transmission rod passes through the first clutch seat or the second clutch seat. The output shaft is provided with a boss, and the boss is provided with a middle clutch hole in a ring for the connecting transmission rod to extend into the assembly. Compared with the prior art, the utility model has the following beneficial effects: the clutch control switching device can realize switching of different steering sensitivities by having different transmission structures according to requirements.

Description

Clutch mechanism in adjustable automobile steering gear

Technical Field

The utility model belongs to the technical field of automobile steering gear adjusting mechanisms, and particularly relates to a clutch mechanism in an adjustable automobile steering gear.

Background

The traffic accidents occurring in the expressway driving mainly have five causes: speeding, tire burst, fatigue driving, driving violations and weather causes. Wherein the accidents caused by the tire burst account for 42% of the high-speed driving traffic accidents. In the tire burst accident, the dead rate of the rollover accident with the front tire burst at the speed of 120 km is close to 100%.

The reason why the death rate of the tire burst accident is so high is that: when tire burst occurs, a driver tries to correct the driving track by slapping the steering wheel in a subconscious way, and in the correction process, the driver can correct excessive steering wheel, and the phenomenon that the tail of the vehicle is out of control occurs due to the fact that the steering wheel is beaten too much and the reaction time is too short, so that the vehicle is destroyed and the user is killed. The correct processing method for the tire burst is as follows: when the vehicle is deviated, the brake is lightly stepped, and the steering wheel is gripped to correct the driving direction little by little. Under the correct treatment, the probability of overturning and death caused by tire burst can be greatly reduced.

However, in the actual operation process, due to sudden accident, the driver often cannot respond in time and do correct treatment. In view of the foregoing, the applicant provides an embodiment of an adjustable automotive steering gear and filed a clutch mechanism for use in such a steering gear.

Accordingly, the present utility model has been further designed and developed based on some of the above prior art.

Disclosure of Invention

Aiming at the defects in the prior art, the utility model provides the clutch mechanism in the adjustable automobile steering gear, which can realize the switching of different steering sensitivities by switching different transmission structures through clutch control according to the needs.

In order to solve the technical problems, the utility model is solved by the following technical scheme.

The clutch mechanism comprises an output shaft, wherein a first gear sector and a second gear sector are arranged on the output shaft, a first clutch seat is arranged on the first gear sector, and a second clutch seat is arranged on the second gear sector.

The first clutch seat and the second clutch seat comprise clutch seat bodies, and the clutch seat bodies are rotatably assembled on the output shaft. The clutch seat body is provided with a clutch switch, the clutch switch comprises a telescopic connecting transmission rod, and the connecting transmission rod passes through the first clutch seat or the second clutch seat. The output shaft is provided with a boss, and the boss is provided with a middle clutch hole in a ring for the connecting transmission rod to extend into the assembly.

In a preferred embodiment, the number of the clutch switches is 3, and the interval angle between the clutch switches is 120 °. The stress is reasonable when the assembly is driven.

In a preferred embodiment, the first clutch seat and the second clutch seat are distributed relatively, which is beneficial to miniaturization of the transmission structure.

In a preferred embodiment, the first gear sector is provided with a first clutch hole with the same aperture as the middle clutch hole, and the second gear sector is provided with a second clutch hole with the same aperture as the middle clutch hole, so that the assembly is simple and reliable.

In a preferred embodiment, the first gear sector or the second gear sector is provided with a groove, and the groove is adapted to the boss, so that miniaturization of the transmission structure is facilitated.

In a preferred embodiment, when the connecting transmission rod is connected for transmission, the connecting transmission rod extends into the boss from one side, and the end surface of the connecting transmission rod does not exceed the surface of the other side of the boss, so that the first clutch seat and the second clutch seat work independently.

Compared with the prior art, the utility model has the following beneficial effects: the clutch control switching device can realize switching of different steering sensitivities by having different transmission structures according to requirements.

Drawings

Fig. 1 is a schematic perspective view of a steering gear.

Fig. 2 is a schematic view of the internal structure of the steering gear.

Fig. 3 is an exploded schematic view of the internal transmission structure of the steering gear.

Fig. 4 is a schematic perspective view of the first clutch base or the second clutch base.

Fig. 5 is a schematic perspective view of the first or second sector.

The following is a description of the marks in the drawings of the specification:

1. a housing;

2. an input shaft; 21. an input gear;

3. an output shaft; 31. a boss; 32. an intermediate clutch hole;

40. a first sector; 401. a first clutch hole; 41. a second sector; 411. a second clutch hole;

50. a first worm; 51. a second worm; 52. a first transmission gear; 53. a second transmission gear;

60. a first clutch base; 61. a second clutch base; 62. a clutch base body; 63. a clutch switch; 64. is connected with a transmission rod.

Description of the embodiments

The utility model is described in further detail below with reference to the drawings and the detailed description.

In the following embodiments, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout, and the embodiments described below by referring to the drawings are exemplary only for explaining the present utility model and are not to be construed as limiting the present utility model.

In the description of the present utility model, it is to be understood that the terms: the directions of the center, the longitudinal, the lateral, the length, the width, the thickness, the upper, the lower, the front, the rear, the left, the right, the vertical, the horizontal, the top, the bottom, the inner, the outer, the clockwise, the counterclockwise, etc. indicate the directions or the positional relationship based on the directions or the positional relationship shown in the drawings, are merely for convenience of description and simplification of the description, and therefore, should not be construed as limiting the present utility model. Furthermore, the term: first, second, etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of features shown. In the description of the present utility model, unless explicitly specified and defined otherwise, the terms: mounting, connecting, etc. should be construed broadly and the specific meaning of the terms in the present application will be understood by those skilled in the art in view of the specific circumstances.

Referring to fig. 1 to 5, an adjustable automobile steering gear comprises a shell 1, an input shaft 2 and an output shaft 3 are arranged in the shell 1 through bearings, the input shaft 2 extends out of the shell 1 and is connected with a steering wheel control mechanism of an automobile, and two ends of the output shaft 3 extend out of the shell 1 and are connected with transmission mechanisms of tires on two sides of the automobile.

The output shaft 3 is provided with a first gear sector 40 and a second gear sector 41. The first sector 40 is engaged with and connected with a first worm 50, and a first clutch base 60 is installed on the first sector 40. The first clutch seat 60 is used for controlling the power connection and disconnection of the first gear sector 40 and the output shaft 3. The second sector 41 is connected with a second worm 51 in a meshed manner, and a second clutch seat 61 is arranged on the second sector 41. The second clutch seat 61 is used for controlling the power connection and disconnection of the second gear sector 41 and the output shaft 3. The first clutch seat 60 and the second clutch seat 61 are distributed relatively. The first worm 50 and the second worm 51 are in driving connection with the output shaft 3. Preferably, the first worm 50 and the second worm 51 are spherical worm, so that the meshing degree is increased, and the first worm and the second worm can bear larger load and have smaller abrasion.

The clutch structure of this embodiment is specifically as follows: the output shaft 3 is provided with a boss 31, and the boss 31 is provided with an intermediate clutch hole 32 around the axis. The first sector 40 is provided with a first clutch hole 401 with the same diameter as the middle clutch hole 32, and the second sector 41 is provided with a second clutch hole 411 with the same diameter as the middle clutch hole 32. The first tooth sector 40 or the second tooth sector 41 is provided with a groove, which is adapted to the boss 31. The first clutch seat 60 and the second clutch seat 61 each include a clutch seat body 62, and the clutch seat body 62 is rotatably assembled on the output shaft 3. The clutch seat body 62 is provided with a clutch switch 63, the clutch switch 63 comprises a telescopic connection transmission rod 64, and the connection transmission rod 64 extends into the first clutch hole 401 or the second clutch hole 411.

Specifically, the first clutch holes 401 are arranged around the output shaft 3 in a ring manner, and the interval angle between the first clutch holes 401 is 120 °. The second clutch holes 411 are arranged around the output shaft 3 in a ring mode, and the interval angle between the second clutch holes 411 is 120 degrees. So that the clutch mechanism is uniformly stressed in the transmission process.

In this embodiment, the input shaft 2 is connected to the first worm 50 and the second worm 51 through gear engagement: the input shaft 2 is provided with an input gear 21, two sides of the output gear are meshed with a first transmission gear 52 and a second transmission gear 53, the first transmission gear 52 is coaxially assembled and connected with the first worm 50, and the second transmission gear 53 is coaxially assembled and connected with the second worm 51.

In particular, the first worm 50 and the second worm 51 are rotated in opposite directions, so that the rotation direction of the output driven by the first worm 50 is identical to the rotation direction of the output driven by the second worm 51, in the case where the rotation directions of the input shafts 2 are identical. The first worm 50 and the second worm 51 have the same number of heads. The number of teeth of the first sector 40 is smaller than the number of teeth of the second sector 41 in the unit rotation angle range.

With the above-described structure, the steering gear has two transmission steering routes by the first worm 50 and the first sector 40 transmission, and by the second worm 51 and the second sector 41 transmission. The transmission ratio of the transmission diversion path through the first worm 50 is smaller than the transmission ratio of the transmission diversion path through the second worm 51, and the output rotation speed of the transmission diversion path through the first worm 50 is larger than the output rotation speed of the transmission diversion path through the second worm 51 with the same rotation speed of the input shaft 2. Thereby providing the steering gear with two steering sensitivities.

The working principle of this embodiment is as follows: if the first clutch seat 60 is opened and the second clutch seat 61 is closed, the first gear sector 40 and the output shaft 3 are connected for transmission, and when the input shaft 2 rotates, the transmission sequence is transmitted according to the input shaft 2, the first worm 50, the first gear sector 40 and the output shaft 3. When the steering sensitivity is required to be switched to be low, the first clutch seat 60 is closed, the second clutch seat 61 is opened, the second gear sector 41 and the output shaft 3 are connected for transmission, and the transmission sequence is transmitted according to the input shaft 2, the second worm 51, the second gear sector 41 and the output shaft 3.

As another specific embodiment, the present embodiment has substantially the same structure as the above embodiment, except that: the first worm 50 has more heads than the second worm 51. The number of teeth of the first sector 40 is equal to the number of teeth of the second sector 41 within a unit rotation angle range. The transmission ratio of the transmission diversion path through the first worm 50 is smaller than the transmission ratio of the transmission diversion path through the second worm 51, and the output rotation speed of the transmission diversion path through the first worm 50 is larger than the output rotation speed of the transmission diversion path through the second worm 51 with the same rotation speed of the input shaft 2.

The steering gear described in the above embodiment has the following advantages: the diverter has two drive diversion paths driven by the first worm 50 and the first sector 40 and driven by the second worm 51 and the second sector 41. The steering gear has two steering sensitivities, and can be switched according to the requirement. The transmission steering route of the steering gear is switched in steering sensitivity through a mechanical structure, so that the steering system is reliable in structure, and the situation that the steering system cannot be used when faults occur is avoided. The steering gear is of a worm gear sector structure which is improved based on a worm gear transmission structure, and the steering gear is compact in structure, stable in transmission and low in noise.

The scope of the present utility model includes, but is not limited to, the above embodiments, and any alterations, modifications, and improvements made by those skilled in the art are intended to fall within the scope of the utility model.

Claims (6)

1. The clutch mechanism in the adjustable automobile steering gear is characterized by comprising an output shaft (3), wherein a first gear sector (40) and a second gear sector (41) are arranged on the output shaft (3), a first clutch seat (60) is arranged on the first gear sector (40) of the first gear sector (40), and a second clutch seat (61) is arranged on the second gear sector (41);

the first clutch seat (60) and the second clutch seat (61) comprise clutch seat bodies (62), and the clutch seat bodies (62) are rotatably assembled on the output shaft (3); the clutch seat body (62) is provided with a clutch switch (63), the clutch switch (63) comprises a telescopic connecting transmission rod (64), and the connecting transmission rod (64) passes through the first clutch seat (60) or the second clutch seat (61); the output shaft (3) is provided with a boss (31), and the boss (31) is provided with a middle clutch hole (32) in a ring shape for connecting a transmission rod (64) to extend into the assembly.

2. The clutch mechanism in an adjustable automobile steering gear according to claim 1, wherein the number of the clutch switches (63) is 3, and the interval angle between the clutch switches (63) is 120 °.

3. The clutch mechanism in an adjustable automobile steering gear according to claim 1, wherein the first clutch seat (60) and the second clutch seat (61) are distributed relatively.

4. The clutch mechanism in an adjustable automobile steering gear according to claim 1, wherein a first clutch hole (401) with a diameter consistent with that of the middle clutch hole (32) is arranged on the first gear sector (40), and a second clutch hole (411) with a diameter consistent with that of the middle clutch hole (32) is arranged on the second gear sector (41).

5. The clutch mechanism in an adjustable automobile steering gear according to claim 1, characterized in that the first tooth sector (40) or the second tooth sector (41) is provided with a groove, which is adapted to the boss (31).

6. The clutch mechanism in an adjustable automobile steering gear according to claim 1, wherein the connecting transmission rod (64) extends into the boss (31) from one side and the end surface of the connecting transmission rod (64) does not exceed the surface of the other side of the boss (31) when the connecting transmission rod (64) is connected for transmission.